Explosive-engine.



PATENTED-DEU. 1, 1903.

a SHETS-SHEJET g.

0. R. DABLLB'NBAGH. EXPLOSIVE ENGINE. APPLIOATIOH FILED SEPT. 29. 1902.

N0 MODEL.

UNITED STATES i p FatentediDecember 1, 190% PATENT OFFICE.

CHARLES R. DAELLENBACH, OF PARKGATE, PENNSYLVANIA, ASSIGNOR TO H. C. FRIOKE, J. J. FLANNERY, AND G. E. TURNER, OF PITTSBURG, PENN- SYLVANIA, AND JOSEPH M. FLANNERY, OF BRADDOCK, PENNSYLVANIA.

' EX PLO SlVE 'ENGlN E.

SPECIFICATION forming part of Letters Patent No. 745,423, dated De mber l, 1903. Application filed September 29, 1902. Serial No. 125,342. (No model.)

To aZZ whom it mwyconcern:

Be it known that I, CHARLES R. DAELLEN- EACH, a citizen of the United States, residing at Parkgate, in the'countyof Lawrenceand State of Pennsylvania, have invented new and useful Improvements-in Explosive-Engines, of which the following is a specifica.

tion.

My invention relates to explosive-engines, 1c and has for one of its objects to provide a plural-cylinder engine in which the cylinders are directly connected without the interposition between them of working valves or other parts in such manner that after the engine is started the compression of the ex plosive mixture or fuel maybe depended on to ignitethe same.

Another object is to provide means for controlling the exhaust and regulating the power of the engine. 1

Other advantageous features of the invention will be fully understood from the following description and claims when, taken in conjunction with .the accompanying drawings, in which- Figure l is a vertical setion of. a doublecylinder explosive-engine constituting the preferred embodiment of my invention; Fig.

2, a vertical transverse section taken in the 0 plane indicated by the broken line 2 2 of Fig.

1; Fig. 3, a detail horizontal section taken in the plane of the broken line 3 3 of Fig. 1; Fig. 4, a detail section taken in the plane of the broken line 4: at of Fig. 1 looking in 3 the direction indicated by the arrow; Fig. 5,

a view similar to Fig. l of a modification, and Fig. 6 adetail section illustrating a modification.

Similar letters of reference designate cor- 0 responding parts in Figs. 1 to 4: of the drawings, referring to which A Bare the engine-cylinders, arranged side by side, with a wall a between them; 0, apiston which divides the cylinder A into chambers D and E; F, a piston which divides the the chambers D G and having its end in the latter disposed downwardly, so as to cause explosive mixture to take a downward course therein; P, a passage formed in the wall a and interposed between the .chamber D of cylinder A and the chamber H of cylinder B, and R, a passage formed, by preference, in the rear portion of the cylinder-wall for connecting the chambers D and E. This passage R contains, by preference, a suitable regulatingvalve .S and has a port T, designed to be connected with a gas or gasolene source of supply or with a suitable carbureter, as preferred.

The end of the passage P which communicates with the chamber H of cylinder 13 is controlled by the piston F, while the other end of said passage Pi. 8., that connected with the chamber D of cylinder Ais controlled by the piston O, as are also the ends 7 :of the passage R which communicate with the chambers D and E of cylinder A. The

pistons CF are preferably hollow, as shown, and the former is provided with a port U, Fig. 2, designed to register with the lower end'of the passage R, and the latter with a portV, Fig. 1, designed to register with the lower end of the passage P. The pistons are also provided with deflectors W, disposed as shown in order to cause compressed air to take the courses indicated by arrows precedent to passingfrom the interior of the pistons into the passages P R.

The chambers E H of the cylinders A B are provided with ports X, preferably controlled by non-return valves, for the entry of air, and the chamber G of cylinder B is connected with a chamber Z, which has a port a open to the air and contains a relief or exhaust valve 1). The latter connection is preferably effected by a port Y, interposed between the upper portion of the chamber Gr and the portion of chamber Z above the valve 5, and a port or ports Y, Figs. 1 and 3, connected to the chamber Z below the valve 19 and to the chamber G at such a point as to be uncovered by the piston F as the same approaches the completion of the outward stroke thereof. The

passage" Y is preferable, because it permits free egress of the products of combustion at the end of the outward stroke of the pistons and renders it unnecessary to make the port Y and chamber Z unduly large.

- The valve Z) is interposed between the port Y and the exhaust-port a and is normally held to its seat 0 by a spring (I, which surrounds the stem 6 of the valve and is interposed between the casing and an enlargement on said stem, as shown. The valve-stem carries an antifriction-roller g and is adapted to be operated by a cam h on shaft K through the medium of mechanism hereinafter described. The cam 7b is preferably shaped as shown, Fig. 4, and hence it follows that the valve Z) will be held in its open position incident to a considerable portion of each revolution of the shaft K for a. purpose presently described.

The chamber G of cylinder B is preferably arranged close to the chamber D of cylinder A, as shown, in order that after the engine is started the explosive mixture may be ignited by the compression thereof. The engine when small may be started by the operator turning the balance-wheel (not shown) with which the shaft K is ordinarily equipped; but when the engine is of large horse-power the initial explosion or explosions of the explosive mixture are effected and the engine started by a hot tube, electric sparker, or other means, which I have deemed it unnecessary to illustrate, located, by preference, in the chamber D, or by any other means. After the engine is started the compression of the explosive mixture is by preference depended on to ignite the same.

WVith the engine in operation it will be 'seen that when the pistons G F are nearing the end of their outward stroke the valve Z) is closed, the end of the passage P contiguous to the chamber D of cylinder A is partly uncovered, as is also the passage Y, and the port V in piston F is registered or partially registered with the end of said passage P contiguous to the chamber H of cylinder B. The registration of the port 1) and passage P permits the chamber G of cylinder 13 and from thence through the passage Y and chamber Z to the open air. WVhen the pistons reach the end of their outward stroke, the lower end of the passage P is closed by the piston F, as shown in Fig. 1, and the port U of piston O is registered with the end of the passage R contiguous to the chamber E. In consequence of this the explosive mixture contained in the chamber E of cylinder A passes through the port or passage B into the chamber D. At this time the pistons O F move inwardly, the inner end of the passage Y is closed, and the valve 1) starts to open and remains open until the pistons have traveled about two -thirds of their inward stroke, when said Valve is closed,

and the compression of the explosive mixture commences. At this time the compression rapidly increases until the crank-pins reach the dead-center, when the explosive mixture will be ignited, the pistons forced outwardly, and the operation described repeated. Incident to the subsequent inward movement of the pistons the piston C will operate to draw a charge of air into the chamber E and also a quantity of gas or gasolene,which will become mixed with the air. The lower end of the passage R is preferably shaped as shown in order to enable it to hold any surplus gasolene that may enter through the port T.

The operation described in the foregoing is the operation of the construction shown in Figs. 1 to 5 of the drawings. When a branch passage P is provided between the lower end of the passage P and the chamber E and a port V is provided in the piston O, as shown in Fig. 6, the operation will be the same as that described, except that when the ports V V are registered with the branches at the lower end of the passage P and also when the pistons are above said branches the chambers E H will be in communication with each other. In virtue of this it will be observed that but one port X, controlled by a non-return valve, is necessary to supply both chambers E H with air. I prefer, however, when the branch P and port R are employed to employ both ports X and use some means to temporarily close the one connected to the chamber E. Then in the event of the nonreturn valve controlling the other port X be coming choked or disabled the port X connected to the chamber E may be opened to said chamber. I also desire it understood that I may when desired provide a valve or cut-off (not shown) in the branch P for controlling communication between the passage P and the chamber E.

By reason of the employment of the two chambers D G, connected as described, it will be observed that subsequent to each explosion the gases are enabled to expand to atmospheric pressure, or, in other words, are enabled to expand and act against the pistons until their energy is exhausted, with the result that the full power of the explosion is utilized and the power of the engine materially increased in proportion to the amount of fuel consumed. It will also be observed that the reduction of the pressure of the gases to that of the atmosphere eliminates all noise incident to the exhaust and renders the employment of mufflers unnecessary. Moreover, it will be seen that the two pistons offer a great amount of surface to the expanding gases at the moment of the explosion, with the result that a powerful movement is transmitted to the crank-shaft at the time when the pressure is maximum and the value of the expansion the greatest.

I desire it distinctly understood that the cylinders A B may be of the same size as shown in Fig. 1, or the cylinder B may be larger than the cylinder A, in about the protages of the construction shown in Fig. 1,

and is further advantageous; since subsequent to each explosion the combustion-space is rapidly increased, which contributes to quick and complete combustion and the production of the maximum power from the fuel consumed without increasing the speed of the moving parts to the danger-point.

Incident to the operation of the engine it will be observed that precedent to each explosion the expansion-chambers are cleared of all spent gases or products of combustion and then filled with a pure explosive mixture, and subsequent to each explosion the gases are expanded to a great extent. The thorough clearing of the expansion-chambers of spent gases or products of combustion, as above described, is materially advantageous, because it precludes back or premature explosions and assures the expansion-chambers containing pure explosive mixture alone at the time the explosion takes place,which contributes materially to the efficiency of the engine.

Nhile the cylinders A B are connected without the interposition between themof valves or other working parts, such as are liable to be deteriorated by the products of combustion, it will be seen that the connection is effected in such manner that the chamber D is charged with explosive mixture, and the mixture is prevented from entering the chamber G until the piston F in said chamber G has completely discharged its volume of air and products of combustion. Thiscontributes to the ability of the pistons to permit rapid expansion of the gases of the subsequent explosion, which is desirable, as before stated.

My improved engine is further advantageousin that it has no openings through which explosive mixture may escape to the atmosphere and reduce the power of the engine; in that the inlet-ports and exhaust-ports of the chambers D G are in such relative positions that the entering charge of explosive mixture cannot escape with the products of con 1bus tion; in that the ports of the pistons are so disposed that incident to the opening of the ports hot air is exhausted from the pistons, thereby preventing overheating of the moving parts and effecting the discharge of oil from the loweror crank chambers to the explosion-chamber, and in that the compression does not take place until the cranks approach the dead-center, which reduces the back pressure of the engine to the minimum.

It is desirable, as when the engine is to be used to propel vehicles, to provide means,

purpose comprisesa hand-lever f, fulcrumed; onthe bearing surrounding the crank-shaft K and adapted to be adjustably fixed tosaid bearing by a set-screw f or ad-justably se cured in any other approved manner, a link i, pivotally connected to lever f and having a curved portion j, provided with a slot is, and also having an autifriction-roller Z on said curved portion, a lever m, fulcrumed on a stationary support, as the casing of the engine, and arranged to engage the antifriction-rollerg of the valve-stem e, said lever am having an antifriction-roller n arranged to be engaged by cam h and mounted on a bolt p, which is free to work or move in slot is of link i. This mechanism is calculated to change the'time of closing the exhaust or relief valve 11 without changing the time of opening said valve, which is advantageous, because when the valve is closed early the compression of the explosive mixture is increased, which effects a temporary increase in power, and also because when theclosing of the exhaust-valve is delayed there is less compression, which facilitates starting of the engine. When the lever f is moved in the direction of the arrow in Fig. 4, the antifriction-roller Zon the linki is moved forwardly with respect to the antifriction-roller n, or, in other words, the distance between the roller Z and the roller n is increased. Vthen the distance between the said rollers l and n is thus increased, the exhaust-valve is held open for a longer period than would otherwise be the case, owing to the fact that the valve cannot close until the cam h, which engages the rollerl after the roller it, passes out of engagement with said roller Z. When the lever f is moved in the opposite direction to that indicated by arrow and the distance between the rollerZ and the roller n is diminished, the cam it will pass more quickly out of engage ment with said roller Z, and consequently the exhaust-valve will be held open for a shorter period, which accomplishes the increase of power before mentioned. The time at which the exhaust-valve is opened is not changed, because the position of roller n with-respect to cam h is not changed, and therefore as soon as the cam engages said roller n the lever in, acting against roller g, raises the valve.

- Having described my invention, what I claim, and desire to secure by Letters Patent,

2. The combination in an explosive-engine,

of two cylinders, and pistons therein the cylinders being divided by the pistons into expansion-cha1nbers and compressionchambers, the expansion-chambers being in communication, and one expansion-chamber being connected with one compression-chamber by a passage, and with the other compressionehamber by an independent passage; said passages being controlled by the pistons, a connection between the pistons whereby they are caused to move together, an exhaust-port communicating with one expansion-chamber, means for controlling the exhaust-port, an air-inlet port, and a fuel-supply port.

3. The combination in an explosive-engine, of two cylinders, and pistons therein; the cylinders being divided by the pistons into expansion chambers and compression chambers, the expansion-chambers being in communication, and one expansion-chamber being connected with the compression-cham-' bers by passages controlled by the pistons, a connection between the pistons whereby they are caused to move together, an exha ustport communicating with one expansionchamber, and controlled by the piston therein, a relief-valve connected to the said chamber, mechanism operated by the engine for operating said relief-valve, an air-inlet port, and a fuel-supply port.

4. The combination,inan explosive-engine, of two cylinders, and pistons therein, the cylinders being divided by the pistons into ex-' pansion chambers and compression chambers, and the pistons being connected together to move synchronously, a passage intermediate of the compression-chamber and expansion-chamber of one cylinder, and having its ends arranged to be overrun by the piston therein, a passage intermediate of the expansion-chamber of said cylinder and the compression-chamber of the other cylinder, and having its ends arranged to be overrun by the pistons of the two cylinders, an exhaust-passage connected with one of the expansion-chambers, and means for controlling the exhaust.

5. The combination in an explosive-engine, of two cylinders, and pistons therein, the cylinders bein divided b r the istons into ex-' pansion-chambers and compression-chambers, and the pistons having ports, a shaft j ournaled in the cylinders and having cranks within the compression-chambers connected with the pistons, air-inlet ports opening into the compression-chambers, a passage intermediate of the compression-chamber and expansion-chamber of one cylinder, and connected with a source of gas or gasolene supply, passages intermediate of the expansionchamber of said cylinder, and the compression and expansion chambers, respectively, of the other cylinder, an exhaust-port communicating with the expansion-chamber of the latter cylinder,and means for controlling the exhaust.

6. The combination in an explosive-engine,

of two cylinders, and pistons therein, the cylinders being divided by the pistons into expansion-chambers and compression-chambers, and the pistons being hollow and having ports and deflectors disposed below the same, a shaft journaled in the cylinders and having cranks within the compression-chambers, connected to the pistons, air-inlet ports opening into the compressionchambers, a passage intermediate of the compressionchamber and expansion-chamber of one cylinder, and connected with a source of gas or gasolene supply, passages intermediate of the expansion-chamber of said cylinder and the compression and expansion chambers, respectively, of the other cylinder, a valvechamber communicating with the expansionchamber of the latter cylinder, and having an exhaust-port, a valve in the valve-chamber provided with a stem, means for returning the valve to andvnormally holding it against its seat, and means for opening the valve and holding it open for a portion of each revolution of the shaft.

7. In an explosive-engine, the combination with two cylinders provided with a passage connecting their clearance-spaces one of said cylinders being provided with a fuel-inlet port and the other provided with an exhaustport, two auxiliary compression-chambers, connections between the cylinder provided with the inlet-port and one of said compression-chambers, a separate connection between the said cylinder and the other compression-chamber, a relief-valve connected to the other cylinder, pistons in said cylinders, connected to move synchronously, and adapted to control said ports and connections, means for admitting air to said compressionchambers and mechanism operated by the engine for operating said relief-valve, sub stantially as described.

8. In an explosive-engine, the combination with two cylinders provided with a passage connecting their clearance-spaces, one of said cylinders being provided with a fuelinlet port and the other provided with an exhaust port, two auxiliary compression chambers connections between the cylinder provided with the inlet-port and one of said compression-chambers, a separate connection between the said cylinder provided with the inlet-port and one of said compression chambers, a separate connection between the said cylinder and the other compression-chamber, a reliefvalve connected to the other cylinder-pistons in said cylinders, connected to move synchronously, and adapted to control said ports and connections, means for admitting air to said compression-chambers, mechanism operated by the engine for operating the said reliefvalve, and adjustable devices for varying the time of closing of said relief-valve, substantially as described.

9. In an explosive engine, the combination with two cylinders provided with a passage connecting their clearance-spaces, one of said cylinders being provided with a fuel-inlet port and the other provided with an exhaustport, two auxiliary compression-chambers, connections between the cylinder provided with the inlet-port and one of said compres sion chainbers,a separate connection between the said cylinder and the other compressionchamber, a relief-valve connected to the other cylinder-pistons in said cylinders, connected to move synchronously, and adapted to control said ports -and connections, means for admitting air to said compression-chambers and mechanisinfor operating said relief-valve including a cam operated by the engine, a lever interposed between the cam and said valve and means for adjusting said lever to vary the time of closing of said valve, substantially as described.

10. In an explosive-engine,the combination with two cylinders provided with a passage connecting their clearance-spaces, one of said cylinders being provided with a fuel-inlet port and the other provided with an exhaust port, two auxiliary compression chambers connections between the cylinder provided with the inlet-port and one of said compression-chambers, a separate connection between the said cylinder and the other compressionchamber, a relief-valve connected to the other cylinder, pistons in said cylinders, connected to move synchronously, and adapted, to control said ports and connections, means for admitting air to said compression-chambers and mechanism for operating said reliefvalve, including a shaft operated by the engine, a cam on said shaft, an adjustable arm, and a lever pivoted to said arm and adapted to engage a part connected with said valve, substantially as described.

11. The combination in an explosive-engine, of two cylinders, and pistons therein; the cylindersbeing divided by the pistons into expan sion chambers and compression chambers, the expansion-chambers being arranged close together and separated by a wall, and being also in communication, and one expansionchamber being connected with one compression-chamber by a passage, and with the other compression-chamber by an independent passage; said passages being controlled by the pistons; and one of said passages being formed in the wall between the expansion-chambers, a connection between the pistons whereby they are caused to move together, an exhaustport communicating with one expansionchamber, means for controlling the exhaustport, an air-inlet port, and a fuel-supply port.

12. The combination in an explosiveeengine, of two cylinders and pistons therein; the cylinders being divided by the pistons into expansion chambers and compression chambers, the expansion-chambers being in communication, and one expansion-chamber being connected with one compression-chamber by a passage, and with the other compressionchamber by an independent passage; said passages being controlled by the piston, an exhaust-port communicating with the inner portion of the other expansion-chamber, means for controlling said exhaust-port, an exhaustport communicating with the outer portion of said expansion-chamber, and controlled by the piston therein, a connection between the pistons, an air-inlet port and a fuel-supply port.

13. The combination in an explosiveengine, of two cylinders, and pistons therein, one of the cylinders being divided by'its piston into an expansion-chamber and a compressionchamber, and the other having an expansionchamber between its piston and head, an exhaust communicating with the inner portion of the latter expansion-chamber, means for controlling the exhaust, an exhaust port communicating with the outer portion of said chamber and controlled by the piston therein, an air-inlet port, a passage intermediate of the compression and expansion chambers of the first-named cylinder having its ends arranged to be overrun and controlled by the piston therein, a fuel-supply port communieating with said intermediate passage, a pas, sage intermediate of'the expansion-chambers of the two cylinders, and a connection between the two pistons whereby they are caused to move together.-

14. The combinationin an explosive-engine of two cylinders, and pistonstherein the cylindersbeing divided by the pistons into expansion chambers and compression chambers,

the expansionchambers being arranged close v together and separated by a wall, and being also in communication, and one expansionchamber vbeing connected with one compression-chamber bya passage, and with the other compression-chamber by an independent passage; said passage being controlled by the pistons; and one of said passages being formed in the wall between the expansion-chambers, an exhaust-port communicating with the inner portion of the other expansion-chamber, means for controlling said exhaust-port, an exhaust-port communicating with the outer portion of said expansion-chamber, and controlled by the piston therein, a connection between the pistons,an air-inlet port, and a fuelsupply port.

, In testimony whereof I have hereunto set my hand in presence of two subscribing witnesses.

' CHARLES R. DAELLENBAGH.

lVitnesses:

T. E. TURPIN, N. O. HEALY. 

